Railroad-car.



PATENTED NOV. 8, 1904.

C. H. HOWARD.

RAILROAD CAR.

APPLICATION FILED AUG. a, 1904.

2 SHEETS-SHEET 1.

N0 MODEL.

Vlam/T03 PATENTED NOV. 8, 1904.

C. H. HOWARD.

RAILROAD OAR.

APPLICATION FILED AUG. e, 1904.

NO MODEL.

2 SHEETS-SHEET 2.

Ill l- Ziff/myst;

UNITED STATES Patented Novemloei` 8, 1904.

PATENT OEErcE.

CLARENCE H. HOWARD, OF ST. LOUIS, MISSOURI, ASSIGNOR TO AMERI- CANSTEEL-BODY DOUBLE-BOLSTER CO.,

CORPORATION OF NE'W JERSEY.

OF ST. LOUIS, MISSOURI, A

RAILROAD-CAR.

SPECIFICATION forming part of Letters Patent No. 774,474, dated November8, 1904.

Application filed August 8, 1904.

To all whom, it may concern:

Be it known that I, CLARENCE H. HOWARD, a citizen of the United States,residing at St. Louis, in the State of Missouri, have invented a new anduseful Improvement in Railroad- Cars, of which the following is aspecification.

My invention relates particularly to the passenger-platforms anddraft-timbers of a railroad -car having' integral (preferably caststeel)double or single body-holsters.

In the ordinary constructionof a railroadcar each platform and itsadjacent draft-timbers are separate parts and attached, respectively, tothe end sills and to the middle longitudinal sills of the carfloor-frame, whereby in the case of the platform a joint is formedbetween it and the floor-frame which vin the event of collision breaksand causes the destruction of the platform and consequent telescoping ofthe cars. i

My invention has for its object to obviate this evil and at the sametime provide a rig'id and durable platform having the draft memberscombined therewith, so that the strains of the platform and draft-gearare transmitted longitudinally through the platform to the adjacent bodybolster and thence uniformly through the entire series of thelongitudinal car-sills.

The invention consists in making' the passenger-platform integral withthe body-bolster, combined with other features of novelty, ashereinafter particularly described and claimed, reference being had tothe accompanying drawings, forming` part of this specification, whereon;Y

Figure l is a top plan of a combined carplatform and body-bolsterembodying my improvement; Fig'. 2, a vertical longitudinal sectionthrough the same on line 2 2 in Fig. l; Figs. 3 and 4, cross-sectionsthereof on lines 3 3 and 4 4, respectively, in Figfl; Fig. 5, a verticallongitudinal section through the bolster and adjacent portion of thedevice, broken away on line 5 5 in Fig. l, showing one of the sidebearings in side elevation; Fig. 6, a top plan, to reduced scale, of myimprovement applied to a single body-bolster; and Fig. 7,

Serial No. 219,957. (No model.)

a vertical longitudinal section, to enlarged scale, through the same,broken away on line 7 7 in Fig. 6.

Like letters and numerals of reference denote like parts in all thefigures.

a represents a double body-bolster, which in the present case consistsof a rectangularshaped frame, composed, preferably, of caststeel,integral throughout and having two opposite end pieces or members l,which correspond to the side sills of the car (indicated by broken linesin Fig. l) and are preferably L-shaped in cross-section, two middlepieces 2, corresponding to the middle longitudinal car-sills b andpreferably channel-shaped in cross-section, and two intermediatechannelshaped pieces 3, parallel to the middle pieces 2, the pieces l,2, and 3 being united at their ends to two opposite side pieces A,arranged transversely to the car-sills b b/ and preferably I-shaped incross-section.

Through the top flanges of the pieces l and 4., which bear `against theunder side of the car-sills?) are formed holes 5 for the bolts, (notshown, by which-the bolster a is secured to the car-body in the usualwell-known manner. i Y

The pieces 2 at the middle portion of the bolster a are united to eachother at the top, preferably by a web 2 integral therewith, and at thebottom by the body center plate c, which projects from and is integralwith the bottom of the bolster a thereat, the web 2' and center plate chaving central vertical holes 6 therethrough for the king-bolt (notshown) anfl united to each other around the holes 6 by a tubular portionwhich, surrounds the kingbolt. v

I do not limit myself to the particular form and construction of thebolster t above described, and shown on the drawings, as my' improvementis applicable to any other suitable pattern of bolster which'is madeintegral, of cast-steel or otherwise.

Each passenger-platform d, which projects beyond the end sill e of thecar Hoor-frame at the usual level relatively thereto, is composed ofcast-steel, integral throughout, and may be of any desired cross-sectionand configuration in top plan, such as shown, consisting of a series ofparallel longitudinal pieces 7, preferably channel-shaped incross-section, which are arranged at suitable distances apart and unitedat the top and bottom by cross-pieces 8, the platform CZ having acentral opening 8' therethrough and otherwise suitably constructedthereabout for the buffer-rigging. (Not shown.)

The platform CZ is formed at its outer end 9 with a buffer-beam or endsill CZ', which is similarly shaped in top plan to an ordinary platformend sill and preferably box-shaped (or otherwise) in cross section andis integral with the body of the platform (Z, the end portions of thesill CZ' projecting beyond the sides of the platform d for forming thestep-openings CZ". rlhe other end, 10, of the platform CZ is preferablychannel-shaped in cross-section, having its vertical web f formed beyondeach side of the platform CZ with an extended portion 10', the web f andits extended portions 10' bearing against the outer face of the end silla of the car, and thereby insuring a solid bearing of the platform lendwise against the car-body. From the web f and its extended portions10' projects beneath the floor-frame of the car a horizontal flange 11,which bears against the under side of the end sill e.

Extending between the platform (Z and the adjacent body-bolster a andintegral therewith, respectively and collectively, is an intermediateconnecting-frame g, of cast-steel, having its upper surface preferablyfiush with the top of the bolster a and bearing thereat against theunder sides of the longitudinal car-sills 7) b', one end of the frame g(or of its component longitudinal members, as hereinafter moreparticularly specified) uniting with the platform CZ and its other endwith the corresponding transverse piece or member 4 of the bolster a,preferably for the entire width of the car-body.

The frame g may be of any suitable design, but preferably as shown, andformed particularly with two middle parallel longitudinal members 12,which are channel-shaped (or otherwise) in cross-section and locatedimmediately under and against the middle longitudinal car-sills b', (inalinement with the middle pieces 2 of the bolster d/)gthat is to say,the longitudinal members 12 of the frame g correspond to and aresubstituted for the ordinary draft-timbers, the draft-rigging 13 beingattached to the members 12 by rivets 13', (or otherwise,) as indicatedby broken lines in Figs. 1, 2, and 4.

The longitudinal members 12 are united at one end to the web f andfiange 11 of the platform CZ, beneath which they extend to its front end9, and at their other ends united to the outer transverse piece ormember 4 of the bolster a. The other longitudinal members, 14, of theframe g, which are also united to the web f and flange 11 of theplatform d and extend beneath the latter to its front end 9, arepreferably alined to the intermediate channel-shaped pieces 3 of thebody-bolster a and are preferably channel-shaped in crosssection, havingtheir top flanges 14' widened and fiared outward at their junction withthe flange 11 of the platform Z and with the outer transverse piece ormember 4 of the bolster a.

rlhe vertical web f (and extended portions 10') of the inner end 10 ofthe platform l is preferably extended downward below the iiange 11 andunites with the longitudinal members 12 and 14 of the frame g thereat,the web f being formed at the bottom with a horizontal flange 11',located beneath the flange 11. Through the Iiange 11 (and preferablyalso through the bottom flange 11') are formed holes 5' for the passageof the bolts (not shown) by which the combined frame g and platform (Zis secured to the end sill e of the car.

In the case of that class of cars in which the platforms are omitted theweb f, with its extended portions 10' and flange 11, constituting theinner end 10 of the platform d, as above described, forms the outer endof the frame g, to which the draft-rigging 13 is attached, or the outerend of the frame g in such case may be otherwise suitably constructedconformably to the end of the car-body.

Figs. 6 and 7 show the platform (Zand connecting-frame g, constructed asabove described, combined in like manner with an integral singlebody-bolster a', which may be of any suitable pattern and needs nofurther description.

By my invention of making the platform integral with the body-bolsterand bearing therewith, preferably, against the under side of the carfloor-frame instead of being attached to the hoor-frame at the end inthe ordinary manner any abnormal strain coming endwise on the platformis transmitted therethrough to the bolster and to the entire series ofcar-sills, the combined bolster and frame, in connection with theplatform, insuring to the latter rigidity and durability under allconditions.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a railroad-car, the combination with the body-bolstersrespectively, of a platform integral with the bolster, and means forsecuring the said parts to the car-body, substantially as described.

2. In a railroad-car, the combination with the body-holstersrespectively, of a platform, and a frame extending between the bolster'and the platform, all the said parts being integral throughout andadapted to bear against IIO the under side of the car-sills, and meansfor securing the said parts to the car-body, substantially as described.

3. In a railroad-car, the combination with the body-bolstersrespectively, of a platform, and a frame extending between the bolsterand the platform, all the said parts being integral throughout, andmeans for securing the said parts to the car-body, the said frame havingthe draft-rigging attached thereto, substantially as described.

4. In a railroad-car, the combination with the body-holstersrespectively, of a frame integral therewith and extending therefrom tothe corresponding end of the car or thereabout, the said frame havingthe draft-rigging attached thereto, and means for securing the saidbolsterv and frame to the car-body, substantially as described.

5. In a railroad-car, the combination with the body-holstersrespectively, of a frame integral therewith and extending therefrom tothe corresponding end of the car, or thereabout, the saidbolster andframe having longitudin al members adapted to bear against the underside of the middle longitudinal sills of the car, the said membershaving the `draftrigging attached thereto, and means for securing thebolster and frame to the car-body, substantially as described.

6. In a railroad-car, the combination with the body-bolstersrespectively, of a frame integral therewith and extending therefrom tothe corresponding end of the car, or thereabout, the said frame havingan upwardlyprojecting web adapted to bear against the outer face of theend sill of the car, and means for securing the said bolster and frameto the car-body, substantially as described.

In testimony whereof I have signed my name to this specication in thepresence of two subscribing witnesses.

CLARENCE H. HOWARD Witnesses:V

O. T. LEDFORD, EDWARD W. FURRELL.

